Associazione Italiana per lAnalisi delle Sollecitazioni (AIAS) XXXI Convegno Nazionale 18-21 Settembre 2002, Parma SESSIONE

G PROGETTAZIONE MECCANICA A STUDY ON STRUCTURAL BEHAVIOUR OF A CAR-BONNET DURING CHILD-HEAD IMPACT, USING PARAMETRICVARIATIONAL CAD/CAE MODELLING TECHNIQUES AND NUMERIC COMPUTATION BY EXPLICIT CODES G. Monacellia, V. Petrella a, A. Naddeoa A. Donnarummab, N. Cappettib
a

Elasis S.C.p.A. Via ex-aeroporto S.N., 80038, Pomigliano dArco (NA) Italy; e-mail: alessandro.naddeo@elasis.fiat.it b Dept. of Mechanical Engineering - University of Salerno Via Ponte Don Melillo, 84084, Fisciano (SA) Italy; e-mail: Donnaru@diima.unisa.it ABSTRACT
All over the world, and mainly in United States, since 1977 to 1991, automotive industries research centres and above all public bodies such as NTHSA and selfgoverning bodies e enti autonomi as regards automotive firms, also those connected with consumers associations had processed several statistical data on real accident between vehicles and pedestrians, taking care, obviously, to pedestrians injury. In reference papers of period of twenty years 1977-97 and in documents of EEVC, the scientist describes a proposed homologation test for child-head impact; it is represented by an impact simulation of some standardized impactors on car bonnet, in order to evaluate the child-head injury as deceleration of their centre of gravity. Impact time generally doesnt exceed the 20 ms (milliseconds); in this time we can recognize two different phases: the first phase, dependent mainly from the local bonnet stiffness, with a length never greater than 4 ms, and a second phase, until the end of the phenomenon, dependent from boundary conditions, impacting bodywork parts, impacting engine parts and so on This is true especially when near the bonnet we dont find emerging, quite stiff, parts. In the first phase we can find the maximum accelerations value, that heavily affects the final value of HPC. Our research is focused essentially on vehicle configuration and on materials carachteristics in the predictable imapct zone of pedestrian and on the vehicle. Our aim is to create, for child head impact, the same condition of first phase of impact, in which local stiffness play the main rule of the game, realizing a test-case by using a CAD-CAE parametric/variational model of car-bonnet.

1. INTRODUCTION All over the world and especially in United States, between 1977 and 1991, research centres connected with automotive industry, and generally motor vehicles, took care of processing numerous statistical studies about accident between vehicles and pedestrians with obvious regard to damage typology suffered by pedestrians[1]. The awakening of public bodies and private business to this concern started systematic studies on the problem of pedestrians passive safety as shown by the numerous scientific articles and by the proposal draft of European Committee about new homologation criteria for automotives of the future taking care of pedestrian safety[2]. In such a context, this paper is intended to study the pedestrian injury at the impact with vehicles and methods of designing and constructing vehicles in order to the reduce the damage itself. This paper excludes the measures connected to the rules of the road. For determining the entity of damage on pedestrians we refer to the measurement scale called Abbreviated Injury Scale (AIS) (see Tab.1) in the Association for the Advancement of Automotive Medicine (AAAM ) manual; this association, in fact, during the last twenty years, dealt with processing statistical data in order to analyse the problem of the pedestrian safety and recognize required changes on vehicles to improve their safety, especially passive safety.. AIS O AIS l AIS 2 AIS 3 AIS 4 AIS 5 AIS 6 AIS 7-9 No Injury Minor Injury Moderate Injury Serious Injury Severe Injury Critical Injury Maximum Injury Unknown

Table 1: AIS - Abbreviated Injury Scale Using such a scale accidents reported in statistics were evaluated and they came to an agreement in considering injury that exceeds the level AIS = 3 mortal for the pedestrian (see Fig.3). Studying case history we found predominance of impact on some body parts instead of others; we especially note a great incidence of child pedestrians death (see Fig.2) so that is necessary giving absolute precedence to the analysis of the impact of child pedestrians head on car bonnet[3,4] (obviously the front bonnet, since statistics show how most of the crashes are frontal running down).

These problems induced European Community to plan out restrictive regulations for vehicle homologation; these regulations have to consider the effects of pedestrian impact; the set of rules, that are not yet effective, is exposed in a proposal draft which describes conditions for performing tests, impactors features simulating human body, measures to carry out and homologation limit value In this paper we refer to that proposal draft in order to define the simulation model and use FEM impactors models.

Fig. 1. Pedestrian AIS2+ occurrence.

Fig. 2. Age distribution . 2. CHILD-HEAD vs. BONNET IMPACT Now, its useful to shortly describe the test simulating impact child headform on bonnet top, finely explained in EEVC WG 17 Report of December 1998[5,6,7,8]. The collision with child and subsequent impact of the head on the car-bonnet is simulated by a laboratory test, which uses an impactor simulating child skull. The impactor C hild headform (Fig.3) consists of an aluminium sphere (a) coated with a 12.50.5 mm stratum of vinyl skin (b), whose total weight is 2.50.05 Kg. In the centre of the impactor is inserted a tri-axial accelerometer (c) with a positioning tolerance, as regards barycentre, of 10mm. The inertia as regards the centre of gravity has to be equal to 0.00360.0003 Kg m. The impactor is thrown in free-flight at the velocity of 11.10.2 m/s with an impact angle of 50 2; the test is repeated nine times in different parts of the bonnet inside an area delimitated by some reference lines, that we arent going to describe because they are not relevant to our aim. Impact velocity is inferred from statistical analyses which, as shown in Fig. 4, point out a frequency of injury at the level AIS 3-4 higher in the 65% of cases examined at velocities higher than 40 Km/h.

A typical trend of fundamentally deformation energy, in acceleration diagram[9] is shown in Fig.5 (resulting vector and its components); by (c) analysing such a diagram we note two distinct (b) phase of the impact: 1st phase: during the (a) starting 4ms of the impact we note a high acceleration degree corresponding to the phase of first impact; during this phase the frameworks that had the crash absorb a lot of Fig. 3. Child Headform impactor energy, especially kinetic energy, while the absorption as deformation energy is limited since the material wave of deformation hadnt enough time to propagate trough the framework 2nd phase: afterwards, acceleration grows again, in the instant during the which the framework begins to deform in all its parts, so Fig. 4. Impact speed by AIS the energy is proportional to velocity in deformation of different materials involved; this phase is, generally, of 15ms. During this period of time the impactor finishes the impact phase and afterwards receives the elastic back-strain of the bonnet material that will allow the subsequent rebound[10]. The evaluation criteria is an energy one and uses an index called HPC - Head Performance Criteria which is defined from the formula below[8]: 1 t2 HPC = adt t 2 t 1 t1
2 .5

(t

t 1 ) max

(1)

In the formula, t1 and t2 are the initial and the final instants of a time range shorter or equal to the impact duration, a is the acceleration vector calculated by accelerometer. In this test, the evaluation criteria of performances of the vehicle profile, corresponding to the 100% of pedestrians survival chance, is the not overcoming of the value 1000 as regards the energetic parameter just defined above (Fig.4). Because of such a behaviour we realized a test-case which, as we will explain below, analyses only the first phase of the impact.

Fig. 5. Acceleration curve 3. IMPACT TEST-CASE: ANALYSIS OF FRAMEWORK DEPENDING ON MOULD AND FRAMEWORK PARAMETERS BEHAVIOUR

It exists a narrow dependence of results of our test, and so of vehicle behaviour, from geometrical-topological and mechanical-structural parameters of the only parts of components involved in the impact. The main components are: The bonnet and all elements it consists of (external skin, anti-vibration frame, structural glue) Wing tops Engine parts just below the bonnet All chassis and coachwork parts the bonnet can hit in consequence of a vertical impact (high side spars, scuttle, headlamp cross-member, bonnet connecting hinges, etc.). Our research focuses attention on variability of results depending just on geometrical parameters, in order to point out a correlation, if it exists, between geometrical parameters governing on bonnet shape and output parameters in the test. This kind of information is very relevant as concerns designing a new vehicle since it allows to define standards useful to designers; these standards seem not to be obstacles but a sort of challenge. Industrial designs aim, in fact, is to dress an idea, which, in our case, is the information we deduce from analysis! The analysis was carried out trough FEM simulation of impact test, using the ESI-group software called Pam-Crash, which, being an explicit code, allows solution of FEM problems

that are strongly not linear during the time and is recommended for crash analysis, characterized by events speed[11]. Together with this software we acquired impactors models, provided with materials properties, impact interfaces, time and computing parameters, output queries, which reproduce impactors described and standardized in the proposal draft. We are going to use the Child-Headform model, tested by simulating real impactors homologation standards. 4. PARAMETRICAL MODEL OF BONNET PORTION, HYPOTHESIS ABOUT DEFORMATION WAVES PROPAGATION, IMPACT AND BOUNDARY CONDITIONS We defined the virtual test-case modifying conditions indicated in proposal draft in order to emphasize the results: The impact angle of the impactor with the bonnet is fixed at 90 so that the whole impact energy can be transferred to the bonnet and wont be wasted, as it happens in standardized impacts, as roto-translational energy of the head and friction between head and bonnet. The impact occurs in correspondence of the bonnet stiffening framework, in presence of structural glue, where, in addition to increasing parts bending stiffness, we have also an increasing inertia in play, in order to have quicker energy absorption, both internal and kinetic, therefore a quicker deceleration of the head. The following model represent the model used as the test-case. This paper limits the analysis to the first phase of the impact in which, as shown above, the conveyed energy is at the highest degree for each time unit, while the deceleration peak is as high as possible. In this stage of the impact, which goes on for 4ms, is possible to identify the greatest acceleration as an absolute value after about 2.5ms, which seems to be the critical time of energy transfer during the impact; obviously HPC parameter, as defined above, is strongly influenced by the value of this peak; for this reason the aim of our analysis is to find, if it exists, a correlation between bonnet shape (in the whole) parameters and magnitude of the peak. To reach our objective we modelled a portion of the bonnet of such a width that the constraining system wont be reached by the deformation wave before the phase of acceleration peak is finished. The width empiric value, due to practical and virtual experience, is 600 mm, space that is run through by deformation wave in about 4ms, that is about 1,5ms after the acceleration peak[12]. As regards this hypothesis, we built the parametrical model of bonnet using Think3 CAD ThinkDesign[13]. The bonnet portion is a square with the side of 600 mm, and consists of a double-curvature (main and secondary), under the which is mounted the framework represented by boxed frame with the shape of a finned U, placed according to the main curvature to which it is connected using structural glue[11]. Control parameters of our parametric model will be: main curvature of external bonnet (a) secondary curvature of external bonnet (b) height of internal anti-vibration frame-work (c)

 width of internal anti-vibration frame-work (d) material thickness of external bonnet (e) material thickness of anti-vibration frame-work (f) external bonnet stiffness (g) anti-vibration framework stiffness (h) The last two parameters were calculated by varying the density, as well as thickness, so to leave stationary the mass of the object, varying instead the stiffness. In relation to each of parameters shown above we performed a variational analysis based on 7 values, liable of variations of 10%.

Fig. 6. Parametric/variational model Further hypothesis about the model are as follows: Portion of bonnet constrained by clamps not elastically-pliable, which can be used trough the hypothesis of not influence of boundary conditions on peak value, that derives from the relation deformation wave speed vs. width of bonnet cutting Presence of just one reinforcement boxed-frame in the part involved in impact impact on of the stiffest zone, that is the zone connecting the two frameworks, just in the middle of the plate impact perpendicular to surface, in free flight Bonnet was modelled by Linear-Shell elements in which shearing stress in a direction perpendicular to the shell surface are computed too. Material related to framework is steel FeP04, was modelled as a curve with a zone of completely elastic behaviour, another of elastic not linear behaviour and another of plastic behaviour; parameters of stress-strain curve come from experimental data [14]. The model of material used to simulate FeP04 behaviour is the Pam-Crash model 103, for materials with elastic-plastic not-linear behaviour, which consider strain-hardening of materials as regards strain rate according to Cowper-Symond law. Material concerning external bonnet is the high strength Fe220BH, analogous to FeP04 model. In that case, in Pam-Crash, the hardening curve doesnt correspond to an exponential

law: at every cycle we take strain rate e from the strain rate vs. strain curve we take the instantaneous stress of element by linear interpolation of values taken from four piecewise linear curves given as input (coming from reference books). We put a great emphasis on structural glue modelling, simulated using springs with characteristic linear as regards deformation, which considers material hysteresis and anisotropic dumping coefficient[15]. Material concerning structural glue has been modelled using non linear springs, Pam-crash material-model N 220, with parameters extracted from bibliography. Child-headform model has been bought form, and corresponds perfectly to the one used for experimental tests belonging to the group of tests prescribed by WG17 draft[8]. These impactors consist of an aluminium core, to which is added a weight behind (to reach the weight necessary to the test), and is covered by a PVC skin in the entire zone of the possible impact. Since massive feature of the object examined, modelling of the parts was done using solid linear elements. The impactors aluminium core was modelled using the special material N 99 called null material, assigning it features of a rigid body, assuming that deformability value of impactors internal part is very low. Mass, necessary to make calculation in order to obtain numeric convergence on nodes energy (based on nodal mass), is placed in centre of gravity; therefore all of the parameters, such as initial velocity, constraints, sensors and accelerometers, have always to be referred to this only node, to which, as convenience, weve associate also an output local frame in which axis X coincides with impactors symmetry axis and consequently with impact direction. This output local frame in the centre of gravity allows to take head impactors decelerations during the impact. 5. RESULTS ANALYSIS: CHARTS AND TABLES The table below shows, as regards parameters in analysis, values we have chosen for calculation:
a b c d e f g h Main curvature Secondary curvature Height of internal vibration frame-work Width of internal vibration frame-work Bonnet thickness Frame-work thickness Bonnet stiffness Frame-work stiffness anti10 anti20 0.5 0.5 10.205 10.205 24 0.55 0.55 9.2773 9.2773 28 0.6 0.6 8.5042 8.5042 32 0.65 0.65 7.85 7.85 36 0.7 0.7 7.32665 7.32665 40 0.75 0.75 6.8033 6.8033 44 0.8 0.8 6.3781 6.3781 12 14 16 18 20 22 3000 5000 3500 5500 4000 6000 4500 6500 5000 7000 5500 7500 6000 8000

Table 2: value of parameters Results, as regards the taken peak (by calculation), and filtered by the standard SAE CFC 1000 filter are shown in the following chart and table.

a(%)
66.66 77.77 88.88 100.00 111.11 122.22 133.33

calculated filtered
3.58476 3.62939 3.86045 3.87758 3.85928 3.69718 3.76158 3.47540 3.49270 3.56467 3.53790 3.56575 3.58284 3.60630

b(%) 76.92 84.62 92.31 100.00 107.69 115.38 123.08

calculated 3.85916 3.74290 3.73926 3.78251 3.68573 3.68797 3.54565

filtered 3.46528 3.50317 3.54572 3.49537 3.56546 3.56203 3.49379

c(%) 62.50 75.00 87.50 100.00 112.50 125.00 137.50

calculated 3.10073 4.68351 4.31659 3.78251 3.61456 3.81589 3.79265

filtered 3.09627 3.66901 3.57357 3.49937 3.60660 3.63679 3.67877

d(%) 62.50 75.00 87.50 100.00 112.50 125.00 137.50

calculated 3.66339 3.39316 4.73665 3.78251 3.53577 3.54799 3.50065

filtered 3.50542 3.32029 3.78022 3.49537 3.50234 3.38977 3.46545

e(%) 76.92 84.62 92.31 100.00 107.69 115.38 123.08

calculated 3.52076 3.47608 3.64013 3.78251 3.60864 3.73302 3.70542

filtered 3.38339 3.47551 3.39561 3.49537 3.55424 3.58074 3.63604

f(%) 76.92 84.62 92.31 100.00 107.69 115.38 123.08

calculated 3.41762 3.40863 3.51548 3.78251 3.89952 3.90836 3.88328

filtered 3.23221 3.30821 3.39397 3.49537 3.61144 3.69967 3.76998

g(%) 130.00 118.18 108.33 100.00 93.33 86.67 81.25

calculated 3.52311 3.75172 3.81945 3.78251 3.60920 3.67515 3.55090

filtered 3.50128 3.58114 3.44459 3.49537 3.52979 3.49137 3.47518

h(%) 130.00 118.18 108.33 100.00 93.33 86.67 81.25

calculated 3.47629 3.40309 3.59473 3.78251 3.88148 3.94556 3.80509

filtered 3.33765 3.38693 3.42959 3.49537 3.57773 3.62737 3.67704

6. CONSIDERATION Because of peculiar test-case conformation, and for the special test, its possible to draw some conclusions from our analyses: as regards the increasing of main curvature (curve a), we noted that it grows in an almost linear manner the acceleration taken on the head (impactor), while is lower the influence of secondary curves growth. Assuming that during the first phase of impact energetic exchange is mainly of the kinetic type, we can explain this behaviour with the increasing of impacting surface and therefore of corresponding mass; this trend is not taken as regards secondary curvature (curve b), and this fact can be easily explained: in fact, the growth of the mass involved in impact, which is relative only to bonnet and not to the frame as it happens for main curvature, is reduced.

Fig. 6. Comparison of results Geometrical parameters which rule dimensions of anti-vibration frame are correlated in such a manner that they do not influence regularly acceleration peak (curves c and d ). However its important to note that also the minimal variation in this parameters involves acceleration peaks variations that reach values of 20% (the highest in percentage) compared to the basic model. Such a behaviour depends on the complex spatial distribution of masses which influences the kinetic energy exchange between impactor and bonnet. We found out a not linear relation between the growth of the acceleration peak and the increasing thickness and therefore mass as well as stiffness but it is not very clear as regards bonnet thickness, while its evident for frame thickness. So we note that the higher mass (of surface) run down, as regards frame, is more relevant during the energetic absorption phase compared with bonnet skin only. The increasing of framework stiffness, that we reached incrementing thickness and reducing, in the same time, the mass in inverse proportionally manner, clearly shows a not controllable bonnet parameters behaviour (curve g) and not linear growth of acceleration peak with, even if not so relevant (a few percentage as we see in curve h), framework

stiffness growth. This fact confirms hypothesis asserting that during impact first phase energetic absorption is chiefly of kinetic type while energetic absorption of the deformational type, present as well, does not affect the phenomenon in a relevant manner. 7. CONCLUSION The phenomenon, during the initial 3ms and therefore in deceleration period during which the peak appears, is ruled by energy transfer as kinetic energy, so it depends on masses in play and on their position in the impact zone. Deformation energy, present as well, has a lower value than kinetic energy. Some parameters an organically control the acceleration peak, while others, on the contrary, cannot be systematized as regards their behaviour. Finally its convenient to present some suggestions concerning design, that can be deduced from our analysis, useful to those who will design a new vehicle, also from the viewpoint of pedestrian safety: Its certainly necessary to minimize the mass in impact points; so, for example, can be useful deducing the mass of some zones of bonnets skin and frame which could improve performances during pedestrian impact. Such a datum becomes relevant also as regards design because it can pave the way for solutions such as Tailored Blanks (sheets of different thickness laser welded and then moulded) and reject alternatives solutions such as a bonnet provided with an instant lifting device suggested for racing-cars in order to solve the problem concerning bonnet proximity to mechanical parts. Importance of glue features could have implications concerning design, in selecting glue and in the applying it. Finally it can be useful to point out how current vehicles behaviour during the pedestrian impact test usually is lacking; with regard to this concern a prove is provided by test results EuroNCAP shown on web site: www.euroncap.com from which originate the need for studying problems and identifying design criteria as soon as possible, since they will probably influence design choices in early phases, so that benefits will involve vehicles on market in quite a lot of years. REFERENCES [1] [2] [3] [4] [5] [6] K.L. Jarrett, R.A. Saul - Pedestrian Injury-Analysis of the PCDS Field collision 1998 (pap n. 98-S6-O-04). K.C. Clemo, R. G. Davis - The practicalities of pedestrian protection (pap n. 98S10-P-16). J.Y. Foret-Bruno, G. Reverjon, J.Y. Le Coz Injury pattern of pedestrian hit by car of recent design, 1998 (pap. N 98-s10-o-02). C.A. Hobbs, P.J. McDonough Development of the European New Car Assessment Programme (Euro NCAP), TRL UK, 1998 (paper N 98-s11-o-06). M. Case, M. Griffiths, J. Haley, M. Paine International NCAP programs review (pap n. 98-S11-O-03). EEVC WG1O, Proposals for methods to evaluate pedestrian protection for passenger cars. Final Report. November 1994.

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EC DG III, Draft proposal for a European Parliament and Council Directive relating to the protection of pedestrians and other road users in the event of a collision with a motor vehicle and amending Directive 70/156/EEC. February 1996. EEVC Working Group 17 Report, Improved test methods to evaluate pedestrian protection afforded by passenger cars. December 1998. Konosu, H. Ishikawa, A. Sasaki - A study on pedestrian impact test procdure by computer simulation, (pap n. 98-S10-W-19). G.J.L. Lawrence, B.J. Hardy - Pedestrian safety testing using the EEVC pedestrian impactors (pap n. 98-S10-O-03), pp2131-2144. A. Naddeo, Progettazione componenti veicolo con tecniche di CAD parametrico/variazionale. Integrazione CAD-CAE. Applicazione al caso particolare del sottosistema pianale di un veicolo con piattaforma unificata per propulsori alternativi, Tesi di Laurea, Universit di Salerno, (1999). T. D. Gillespie, Fundamentals of vehicle design, SAE (1992). G. Monacelli and A. Quaglione, L'impatto delle nuove tecnologie CAD nell'ambito della progettazione automobilistica, Proc. ADM IX, (1995). A. Donnarumma, Disegno di macchine, Masson (1996). J. Fenton, Handbook of vehicle design analysis, MEP Mechanical Engineering Publication Limited. Euro NCAP website: www.euroncap.com NHTSA website: www.nhtsa.org.